Electropneumatic brake



May19, 1936- c. A. CAMPBELL ELECTROPNEUMATIC BRAKE FiledNov. 23, 1934 2 Sheets-Sheet 1 Y 3 nventor Q Gttornegs @gm/1M@ May 19, 1936.

c. A, CAMPBELL 2,040,976 l' ELECTROPNEUMATIC BRAKE A Filed Nov. 23, 1934 2 Sheets-Sheet 2 1 (M5105 lo# 107 101 99 6 c25 98 n |02/ y 25 l O5 102 |04.

V A'A' v 96 lo@ 96 106 11% 97 24 98 AIV 5mm/wa Hai-LA? FULL ERVICE HOLDlNG/ I SERVICE LAP 4 89 nventor (Ittornegs CLI Patented May 19, 1936 UNITED STATES ATENT OFFICE ELECTROPNEUMATIC BRAKE Application November 23, 1934, Serial No. 754,492

29 Claims.

This invention relates to air brakes and particularly to a triple valve mechanism of the electro-pneumatic type.

One feature of the invention is a quick service venting mechanism of the repeating type using a measuring chamber. The quick service venting mechanism is normally put into action by electric means prior to motion of the triple valve, but may be activated pneumatically by the triple valve. The quick service mechanism is so contrived that the measuring chamber is vented in lap position of the triple valve and thus conditioned to function upon an ensuing brake pipe reduction.

In electro-pneumatic systems of the prior art it has been customary to provide an electrically actuated retainer valve in each triple valve, rendered eifective in one brake-releasing position of the engineers brake valve, called holding position, to close the exhaust ports of the triple valves, thus precluding release of the brakes while the reservoirs are undergoing recharge. In a strictly pneumatic triple valve, release is a necessary incident to recharge.

A feature of the present invention is the control of additional functions by the electrically actuated retainer valve mechanism. Two reservoirs, (an auxiliary reservoir and a supplemental reservoir) are associated with the triple valve. When the electrically actuated retainer valve closes the triple valve exhaust port it also isolates the supplemental reservoir and connects the auxiliary reservoir with the brake pipe through a check valve which permits flow in a direction toward the brake pipe. Y

The electrically actuated retainer valve is arranged to function in conjunction with the triple valve in its service and the various lap positions, to vent pressure fluid from the slide valve chamber to atmosphere when the electrical retainer valve closes the exhaust of the triple valve. In this way the triple valves are caused to shift promptly to release position.

The triple valve has a preliminary position to which it moves on a moderate rise of brake pipe pressure after an emergency application. In such position the auxiliary reservoir and brake cylinder are connected. The electrically actuated retainer Valve if then closed connects the reservoir and 3 consequently the connected brake cylinder with the brake pipe so that they feed back and assist in charging the brake pipe. During such feed back the supplemental reservoir is isolated. Releasing movement of the triple valve is assisted by the retainer mechanism, and such movement disconnects the brake cylinder from the auxiliary reservoir and connects the brake cylinder to the exhaust port.

When the opening of the electric retainer valve permits brake cylinder exhaust to occur it closes the passage to brake pipe and reconnects the supplemental reservoir. Y

By the means above outlined, very simple and satisfactory release insuring andfeed back actions are secured.

In the drawings.-

Fig. 1 is a vertical axial section of a triple Valve embodying the invention. The parts are shown in release position.

Fig. 2 is a view of the slide valve, its seat and the graduating valve of Fig. 1 in full service position.

Fig. 3 is a similar View showing a position preliminary to service lap position and called service pre-lap.

Fig. 4 is a similar view showing service lap position. l

Fig. 5 isa similar view showing emergency position. v

Fig. 6 isa similar view showing a position preliminary to emergency lap and called feed back position. f

Fig. 7 is a similar view position.

Fig. 8 is a view of the retainer valve of Fig. 1 in retaining position.

Fig. 9 is a diagram of controlling connections which may be used.

A ller piece I I makes a gasket sealed joint with the head of the auxiliary reservoir I2 which is shown as of the freight type and has a usual brake cylinder pipe I3. Sealed to filler piece II by means of suitably ported gaskets are the body I4 of the triple valve, the body I5 of the electrically controlled retainer and feed back valve, and the body y, I6 of the quick service magnet valve. The body I5 has a front cap I1, on which is mounted the body I8 of the magnet valve for controlling the retaining and feed back functions. Gaskets are interposed as shown.

The triple valve body I4 has the usual valve chamber bushing 2| and cylinder bushing 22. lThe valve chamber within bushing 2I communicates through passage 23 in filler piece II with the interior of auxiliary reservoir I2. The bushing is formed with the usual seat 24 for slide valve 25 upon which is mounted the graduating valve 25. Triple piston 2 works in bushing 22 and controls the charging groove 28. Its stem 29 actuates slide valve 25 with lost motion and actushowing emergency lap ates the graduating valve'26 positively inra fa- Yrniliar manner. f q Y The front cap 3| has theV usual'gasket 32 against which pistonw21 may seatY under emergency and Vover-reduction conditions, and carries two graduating stems 33 'and 34, the latter guidedY inthe former and projecting slightly closer to the piston, so as to act rst. Stem 33 'is suppOrted by a relatively heavy coil spring 35 and stem 34 by alighter coil spring 36. When piston 21 engages stop 33 without compressing springr35rthe partsV are in service position. At

such time spring 36 is slightly compressed. Res- Y ingichamber 31 and Vcylinder 38 forthe loosely tted quick service piston Y39. A housing4I closes l 5 Yvalve 440i' .the poppet type; when theV piston is toward `its seat.;V

toration of stem 34V by spring 36 to the position shown inrFig. 1 moves Ythe parts to service prelapposition (Fig. 3).Y Y Formed in body I4 isV the quick-service measurthe lower end of cylinder 38Yand a gasket 42 seals theV joint and offers a seat against which` piston V3.9 seals when the latter is in itsV lowerrn'ost'positionmCliamber 31Y is Yconnected by passage 4E! Y tothe space below'piston 39. YPiston 39 has Va sternv 43Vwhich engages and unseats quick service forced downwardfAspring 45 urges this valve The brake pipeY isV shown at 4S and isY connected with body I5. It communicates with a branched port 41, portions of which 'are formed inbody I5, filler piece II, body I4, front cap V3I, and housing 4I. The various branches lead .to the space at the front of triple piston 21; to

the space below quick service valve 44 (byV way Y of ball' check valve 48 usedasa safety device toy V51 to thespace above piston 39.

preclude back flow) and to the chamber below the quick service magnet valve 5I.Y Valve'5I is urged closed by brake pipe pressure and by spring 53; It may be forced open by the excitationof winding 54. Y Y Y VWhen valve 5IY is open, brake pipe airows by passageV 55 through check valvev 56 and passage Branches of passage 51terminate in branch ports in the'seat of slide valve 25, Vas will'be explained. Y l

InV body I5 are a'slide valve chamberbushing Y V60 formedV witha Vseat 6I Vfor a slide valvepand a cylinder bushing 62. A piston 63 works in bushing 62 `and has on its outer face an annular rib 641which in the outer position of the piston'seals Y on the front capxgasket;

Outside this rib a restricted portr65 Vis formed Ythrough the piston. Piston 63 is urged inward by coil spring 66 and engages a slide valve 61 to shift the same withoutlost motion.` A passageV 68 connects passage 23 with the valveV chamber within Ybushing'IiD, vso

Y that piston 63 is always subject onits inner face "to auxiliary reservoir pressure.

In housing I8 is a chamber 69 connected by passa'gefII with theV space onthe outer or for- Ward side of piston 63. In the chamber 69 is a Ydouble-beat zpoppet valve r12 which normally closes against an exhaust seat V13 to close a restricted exhaust port leading from chamber 69. At such time the valve- 12 is away from seat 10 Y which controls a passage 14 connected with the Y is excited Vvalve 12 is shifted to, open the exhaustn and close the auxiliary reservoir connection'.

auxiliaryrreservoir (through the valve chamber in bushing 6I, passages `68 and 23). Valve A12 is actuated by aV magnet winding 15 and when this This reduces the pressure on the outer side of piston 63 and causes the piston to shift outward"V and seal on the gasket. Energization and deenergization of windingV 15 thus Vshifts valve 61 full stroke in opposite directions. Fig; 1 shows the normal and Fig. 8 the shifted position. Y

The porting of the seat V24 for triple slide valve 25 is related to theporting of the seat 6I for slide valve 61 soV the two can concurrently. Y

be best described Passage 51 terminates in a main port 16 and a restricted branch port 11 in the seatf24. VExhaust port 18 in seat 24 is in direct communication with port 'I9 Vin seat 6I and in the normal position of valve 61 (Fig. Vl) Va cavity 8I in valve 61 connects port 19 with exhaust port 82,V which leads to atmosphere through a manually operable retainer I25 (see Fig. 9). I tion ofvalve 61, the Vvalveblanks ports 19 Aand 82.

The service brake cylinder Vport 83 andemergency bra-ke cylinder port 84 in seat 24 are corn-Y nected. by passage 85 with brake cylinder pipe I3 and consequently with the brakegcylinden -A port 86 in seat 24 Vcommunicates with Vthe space en the outer side of pistonl 63.

In the abnormal vposi- A port 01 in seatV 24 leads to port 88 Vin seat 3i and both are in `free communication with supplemental reservoir 89 which is Vconnected. to ller piece II. A port 9| in seat 24 leads to port 92 in seat 6I. In the normal position of valvel-(Fg. 1 a cavity 93 in va1ve761 connects portsY SB and 92. In the shifted position of v valve "61 V(lig. 8) vthe valve blanks both these ports. In such Vshifted position valve 61 exposes Yaffeed backrport 94 normally blanked thereby and leading through a ball check valve 95 to the` brake' Dine passage 41. Y Y The slide Ivalve 25 is ported as follows:

VThere is a through port 96 which in service and the two service Vlap positions registers with Y v seat portlb.'Y There is an exhaust cavity 91 with branch 98 and through passage 99. In release, cavity 91 and extension 98Vconnect port 11and brake cylinder port 84V with exhaust port 18. Cavity 91 registers with exhaust port 18 in service lap and in conjunction with loop port IOI in graduating valve vents port 16 via 96,.'IOI, 99, Y91' and 18. Athrough port |02, not controlled by graduating valve 26," and having an extension VI03 at its lower end, registers with the emergency brake cylinder port 84 in remergency (Fig. 5)

and withpo'rtV 86 in positionsY other than releaseV and emergency. A throughV port I 04 registers with service brake cylinder port 83 in service and service lap'positions (Figs. 2 4). At its up-V Y f per end Yit has a restricted tail port |7075 which alone is exposed in service pre-lap position (Fig. 3) at which time piston 2'IV is about to move away from :item34. YThe graduating vralverfullyV exposes the 'upper end of port |04 inservice (and blanks it and/its V1tail Yport'I05 inV lap position. A through port V|06 controlledat its Yupper end bythe oute'r'edgei of valve 26Vregisters V*with VportIlT to chargeV thelsupple'mental reser;V A

voir in release position and registers Vwith brakeV Ycylinderservice port 83 in Vfeed back position to connect Ythe brake cylinder andauxiliary reservoir during the feed back. f

The graduating valve is provided with aV through port |31 which in service position supplies auxiliary reservoir air tovport 96 to'assist in actuating piston 39. Y

In the prior art various mechanisms have Vbeen associated with the engineers brake Yvalve to control electric circuits in suitable relation to the control of Vbrake pipe pressure. The simplestk :scheme uses switching Vmeans actuated directly bythe brake valve handle, and such a simple embodiment is illustrated in Fig. 9 merely by way of Vexample'.V VIn actual practice mo-re complicated systems involving normally closed circuit characteristics'would be preferred, but as these form no part of the present invention and are common in the art, the simple scheme illustrated will serve as a satisfactory basis for explaining the' operative characteristics of the triple valve. In other words, the particular means used t control the excitation of windings 54 and 15 is immaterial.

In Fig. 9 an engineers brake valve understood to be of the equalizing discharge type, has a handle H2. This handle has six functional positions familiar in the electro-pneumatic brake art, and commonly designated as release, running, holding, lap, service and emergency. Release, running and lap positions have no electrical functions, and therefore conform in detail to the'. ordinary pneumatic functions customarily designated by these terms.

Holding position is pneumatically identical with running position, that is to say, it feeds air to the brake pipe through the feed valve. In holding position the contactor H3 moving with handle I2 engages contact H4 and energizes circuit H which includes the windings 15 of the electric retainer mechanisms on the several cars.

Service position is pneumatically identical with the usual service' position, but in service position the contactor H3 engages contact H6 and energizes the circuit H1 which includes the windings 54 of the quick service magnet valves on the various cars.

vEmergency position is pneumatically similar to the usual emergency position, but in this position contacter H3 engagesfcontact H8 and energizesV circuit H9. This circuit includes the windings |2| of emergency magnet valves which are not features of the present invention but which when energized will cause the operation ofV emergency brake pipe vent valves |22.

These vent Valves merely vent the brake pipe to atmosphere and the details of their construction being well known and not material to the present application, do not require discussion.

The source of current for the electrical circuits is indicated at |23 in the form of a battery one terminal of Vwhich is grounded. The grounding of one terminal of each of the windings 15, 54 and |2| is indicated in the diagram, Fig. 9. In this diagram the brake cylinders mounted on the forward ends of the auxiliary reservoirs I2 are identified by the reference Anumeral |24, While manually operable retainers are indicated at |25.

The diagram thus shows simple means for energizing the retainer circuit in holding position, the quick service circuit in service position and the emergency circuit in emergency position. Substitution of equivalent controls is recognized as possible and is within the scope of the invenf tion.

Operation Charging- In charging the engineers brake valve is placed in release and then running positio-n,` as usual. The triple valves assume release position in which charging flow occurs by way of groove 28 to the slide valve chamber and auxiliary reservoir. The supplemental reservoir 89 is charged by way of ports |06 and 81. The space within bushing 60 is charged via passage A98 and an equalizing flow occurs throughpassage 14 and also through port 65 in piston 63 to in the position of Fig. 1 under the urge of spring Brake cylinder is connected to exhaust via I3,

85,84, 91, 18,19, 8|, and 82.

Quick service chamber 31 is connected to ex-` haust via passage 40, around the edge of loosely fitted piston 39, port 11, port 98, cavity 91 to port 18 which is connected to atmosphere as above explained.

Service applicatiomWith the system charged the engineers brake valve is moved to service position until the pressure in the equalizing reser- Voir (forming part of the engineers brake valve) is suitably reduced, and the valve is then shifted to lap position.

In service position of the engineers brake valve winding 54 is energized, so that valve 5| is opened and admits brake pipe air against piston 39 Via 5|, 55, check valve 56. Depression of piston 39 opens valve 44 and brake pipe air flows to chamber 31 via check valve 48, through valve 44Vand passage 40.

The resulting depression of brake pipe pressure causes triple piston 21 to shift outward until arrested by stem 33, at which time the valves 25 and 26 are in service position, Fig. 2. Then brake cylinder exhaust is closed and auxiliary reservoir air flows to the brake cylinder via |04, 83, 85, I3. At this time the supplemental reservoir is isolated, port 81 being blanked.

Auxiliary reservoir air is also admitted against piston 39, via |01, 96, 16, so that if the magnet valve 54, fails to function each triple valve will cause quick service venting as it moves into service position, thus expediting service response of other valves.

M otto-'n to lap position-Flow to the brake cylinder will reduce auxiliary reservoir pressure and at or shortly after equalization with the lowered brake pipe pressure Vspring 36 and-stem 34 will shift'piston' 21 far' enough to bring graduating valveV to the service pre-lap position, Fig. 3. From there on slow flow to brake cylinder through tail port |05will cause the piston and graduating valve to creep to service lap position (Fig. 4).

In lap position chamber 31 is Vented via 40, past piston 39, ports16, 96, |0|, 99, 91, 18 and thence to atmosphere as described under charging.

Note that in service and all lap positions of the triple valve, port |02 communicates with port 86 which leads to chamber 69.

Release after service-If the engineer uses release and running positions release will occur in the ordinary way.

If he uses holding position he excites winding and feeds air to the brake pipe. Venting of chamber 69 causes piston 63 to shift valve 61 to the position of Fig. 8 in which the exhaust passage 19 is blanked so the brake cylinder exhaust cannot occur and the supplemental reservoir is isolated by the blanking of ports 81, 88, 9| and 92. (See Figs. 2, 3, 4 and 8.) Air from the slide valve chamber in bushing 2| vents to atmosphere via |02, 86, 1|, 69 and 13 causing the triple piston to shift quickly to release position (Fig. 1) in which the venting ow is terminated by the blanking of port 86 by slide valve 25.

Thus recharge occurs Vwhilethe brakes are retained applied. To release the brakes the en- Y gineer deenergizes winding 15 usually by shifting his brake valve to running position. Piston 63 immediately shifts valve 61 backrto the position voir air via' |82,

of; Fig. 1." This'cpens the triple valve exhaust passage Yfand the brakes release. Y

Emergency application-When f the engineer shifts his Vbrake valve to emergency position'he vents the brake pipe and excites the windings 2 |v to ensure simultaneous local venting throughout the train'.

Piston 21 moves out its full traverse seating on the front cap gasket. The slide and Vgraduating valves assume the position of Fig; 5.V Supplemental Yreservoir air flows via 88, 93, 92, 9| to the -slide'valve` chamber, thence withauxiliary reser- 84, 85 and I3 to the brake cylinder;V Y Y Y This action will occur also Vwhenbrake pipe pressure is reduced a substantial amount below the point of full equalization between brake cylinder andfauxiiiary reservoir pressures. Such `action is called over-reduction.

Release after emergency or over-reduction.; If the engineer uses release and running Vpositions-the action will be, conventional, but if he f uses holding position pistonY 63 will shift valve 61 to the position of Fig. 8.YV This isolates the supplemental reservoirfcloses the exhaust and exposesY port 94 so flow starts from the auxiliary Yreservoirrand brake cylinder to'the brake pipe,

.via vpassage 23passage 68, port 94 and check Avalve .95,Y the Ybrake pipe being now at or about atmospheric pressure.v Y Y VVAs'brakepipe pressurerises a Ypoint will soon `be reached at which 'brake pipe pressure plus the stress in spring 35 will shift piston 21 through the range of'travel of stem 33. This brings valves 25 and'26 to feed back position (Fig. 6) in which the brake cylinder and auxiliary reservoir are again connected, now via 83 and |06, so that feed back from brake cylinder and auxiliary reservoir to thebrake pipe continues.

VIn emergency position port 85 wa'sfblanked but` whenV the Vvalve reaches feed back and after it VVreaches emergency lap position port |02 opens into port 8S', to perform the Yrelease insuring function described in release after service. .Hence theV Y triple Yvalves move rather promptly from feed back position (Fig: 6)*through'emergencyY lapV position (Fig. '7) to release position (Fig. 1). The brakes do not however actually release un l til the'engineer deenergizesV winding 157,-usually by shifting to running position.`

While ,the'construction and `inode of operation Y V,of one Vembodiment havebeen described in detail, Vthesefare illustrative and subject to modification within the broad scope of the inventionlasV j hereinafter dened in the claims.

What isclaimed is: Y I

1. The combination of a brake pipe; Ya brake cylinder; an auxiliary reservoir; a triple valve device Vof the-type having aY feedback position assumed on moderate rise cf^ brake pipe pressure following Van emergency reduction thereof .Y andin which VtheV brake cylinder is connected with the brake pipe through a feed Yback con-l nection, said triplevalve device having anrexu haust port; secondary valve means operable to l close said Yexhaust port and saidVV feed backV con- Vriection'selectively; and means independent of brake pipe pressure forV actuating said secondary valve means. Y i Y 2. The combination Yof, a brake pipe;ja brake cylinder; an'auxiliary reservoir; a triple valve Vdevice of the typehaving a feed back position ffassumed onjmoderate rise ofbrake Ypipe pressure following anemergency reduction vthereof and 'Y 75 in which the'brake vcylinder and auxiliary res-Y operable to `close said exhaust port and saidifeed 'Y Y back connection. selectively; and means inde.

pendent of brake pipe pressure for actuating said Y secondary valve means. Y Y

3. The combination of a brake pipe; a brake cylinder; an auxiliary reservoir; a triple valve device of the type having a feed Yback Y'position assumed on moderate rise of brake pipe pressure following an emergency reduction thereof and in which the brake cylinder is connected with the brake pipe through Va feed back connection, said triple valve device having an exhaust port; secondary valve means operable to close said exhaust port and said feed back connection selec# tively; Vand electric means for actuating said secondary valve means.

4. 'I'he combination of a brake'pipe; a brakeV cylinder; an auxiliary reservoir; a-'triple valve device ofthe type having aY feed back position assumed on moderate rise of brake pipepressu following an emergency reductionthereof and in which theY brake cylinder and auxiliaryv reservoir are connected with the brake pipe'through a feed backiconnection, said triple valve device having an nexhaust port; secondary'valve means operable to close said1exhaust port Yand said feed back connection selectively; and electric means for actuating said secondary valve means.

5. The combination of a brake pipe.;a brake cylinder; an auxiliary reservoir; a supplemental reservoir; a triple valve device connected with,

said brake pipe,Y brake cylinder and reservoirs, said tripleV valve device being of the type which establishes a feedback connection from the brakeVV cylinder to the brake pipe uponV a moderate rise of brake pipe pressure following an emergency reduction of brake pipe pressure, said triple valve device having an exhaust port; secondary valve means controlling said exhaust port, said V'feed Y back connection and the connection betweenthe supplemental reservoir and Ythetriple valve Vde-VV Y said brakerpipe, brake cylinder and reservoirs,

said triple Yvalve device being of the type which establishes a feed back connection from the brake` cylinder and .auxiliary reservoir ,Y to the brake pipe `upon a moderate rise of brake pipe pressure following an emergency Vreduction of brake pipe pressure, said triple valve device having an exhaust port; secondary valve means Ycontrolling said exhaust port, saidvfeed'back con-v plemental reservoir and the triple Yvalve device,

Ynection and the connection between the supsaid secondary valve means having two positions Y in one of whichV it opens V`said exhaust port andY the supplemental reservoirV connection and closes said feedback connection, and in they other of which it opens said feed back connection andV closes said exhaust port and supplemental reservoir connection;V Vand .means independent of brake pipe pressure for actuating said secondary valve means.

7. The combination of a brake pipe; a brake cylinder; an auxiliary reservoir; a supplemental reservoir; a triple valve device connected with said, brake pipe, brake cylinder and reservoirs, said triple valve device being of the type which establishes a feed back connection from the brake cylinder to the brake pipe upon a moderate rise of brake pipe pressure followingran emergency reduction of brake pipe pressure, s aid triple valve device having an exhaust port; secondary valve means controlling said exhaust port, said feed back connection, and the connection between the supplemental reservoir and the triple valve device, said secondary valve means having two positions, in one of which it opens said exhaust port and the supplemental reservoir connection and closes said feed back connection, and in the other of which it opens said feed back connection and closes said exhaust port and supplemental reservoir connection; and electric means for actuating said secondary valve.

8. The combination of a brake pipe; a brake cylinder; an auxiliary reservoir; a supplemental reservoir; a triple valve device connected with saidbrake pipe, brake cylinder and reservoirs, said triple valve device being of the Atype which establishes a feed back connection from the brake cylinder and auxiliary reservoir to the brake pipe upon a moderate rise of brake pipe pressure following an emergency reduction of brake pipe pressure, said triple valve device having an exhaust port; secondary valve means controlling said exhaust port, said feed back connection, and the connection between the supplemental reservoir and the triple valve device, said secondary valve means having two positions, in one of which it opens said exhaust port and the supplemental reservoir connection and closes said feed back connection, and in the other of which it opens said feed back connection and closes said exhaust port and supplemental reservoir connection; and electric means for actuating said secondary valve.

9. The combination of a brake pipe; an auxiliary reservoir; a brake cylinder; a triple valve connected with said brake pipe, brake cylinder and reservoir and having at least one application position in which it connects the brakecylinder and reservoir; an electrically controlled valve controlling an exhaust passage from the brake cylinder and a Vfeed back connection from the auxiliary reservoir to the brake pipe; means limiting ow in the feed back connection to flow toward the brake pipe; and an engineers brake valve mechanism arranged to control brake pipe pressure and said electrically controlled valve, and having at least two positions in which it establishes a releasing pressure in the brake pipe, in one of which positions it actuates the electrically controlled valve to close the exhaust connection and open the feed back connection, and in the other of which it` actuates the electrically controlled valve to close the feed back connection and open the exhaust connection.

l0. The combination of a brake pipe; an auxiliary reservoir; a supplemental reservoir; a brake cylinder; a-triple valve connected with said brake pipe, brake V'cylinder and reservoirs andhaving at leastY one application position in which it connects the brake cylinder and the reservoirs together; an electrically actuated valve controlling an exhaust connection from the brake cylinder, a feed back connection from the auxiliary reservoir tothe brake pipe, and the connection between the triple valve and the supplemental reservoir; means limiting flow in the feed back connection to flow toward the brake pipe; and an engineers valve mechanism arranged to control brake pipe pressure and said electrically actuated valve, and having at least two positions in which it establishes a releasing pressure in the brakeV pipe, in one of which positions it actuates the electrically actuated valve to close the exhaust and supplemental reservoir connections and open the feed back connection, and in the other of which it actuates the electrically actuated valve to close the feed back connection and open the exhaust and supplemental reservoir connections.

. ll. The combination of a brake pipe; an aux-I iliary reservoir; a brake cylinder; a triple valve connected with said brake pipe, brake cylinder and reservoir and having a release position and an emergency application position, assumed on substantial depletion of brake pipe pressure; in which it connects the brake cylinder and reservoir; an electrically actuated valve controlling an exhaust passage from the brake cylinder and a feed back connection from therauxiliary reservoir to the brake pipe; means limiting flow in the feed back connection to flow toward the brake pipe; an engineers brake valve mechanism arranged to control brake pipe pressure and said electrically actuated valve and having at least two positions in which it establishes a releasing pressure in the brake pipe, in one of which positions it actuates the electrically actuated valveto close the exhaust connection and open'the feed back connection and in the other of which it actuates the electrically actuated valve to close the feed back connection and open the exhaust connection; and means rendered effective .by a moderate rise of brake pipe pressure after an emergency reduction thereof for shifting said triple valve to a position between emergency application position and release position in which the brake cylinder and auxiliary reservoir are connected with each other.

i2. The combination of a brake pipe; an auxiliary reservoir; a supplemental reservoir; a brake cylinder; a triple valve connected with said brake pipe, brake cylinder and reservoirs and having a, release position and an emergency application position assumed on substantial depletion of brake pipe pressure in which it connects the brake cylinder and the reservoirs together; an electrically actuated valve controlling an exhaust connection from the brake cylinder, a feed back connection from the auxiliary'reservoir to the brake pipe, and the connection between the triple valve and the supplemental reservoir; means limiting ow in the feed-back connection to flow toward the brake pipe; an engineers valve mechanisrn arranged to control brake pipe pressure and said electrically actuated valve and having at least two positions in which it establishes a releasing pressure in the brake pipe, in one of which positions it actuates the electrically actuated valve to close the exhaust and supplemental reservoir connections and open the feed back connection, and in the other of which it actuates the electrically actuated valve to close the feed back connection and open the exhaust and supplemental reservoir connections; and means rendered effective by a moderate rise of brake pipe pressure after an emergency reduction thereof for shifting said triple valve to a position between emergency application position and release position in which the brake cylinder and auxiliary reservoir are connected with each other.

rr13. Thecombinationy of an Velectro-pueumatic f Vtriplefvalve of the type in whichI the triple valve has an emergency application position and a release and recharge position and in which an electrically Yactuated retainer valve may be operated to close the triple valve exhaust port and thusV prevent release of the brakes when the triple valve shifts to release and Vrecharge position;`

valvemeans' operatively related withV said retainer Vvalve and arranged to be opened upon the closure thereof, the last-named valve means controlling a one-Way flow connection from the brake cylinder toY the brake-pipe; and means comprising ports in the triple valve rendered eiectiveV by motionofY the triple valve to release position to close the last-named connection against flow from theV brake cylinder to the brake pipe. 14. The combinationof an electro-pneumatic trically actuated retainer yvalve may be operated n Y triple valve of the type inV which the triple valve .has an emergency application position and a release and recharge position and in which an electofclose the triple valve exhaustport and'thus prevent release of the brakes when the triple valve shifts to release and recharge position; valve means operatively related with said retainer valveand'varranged toy be opened upon the closure thereof, thelast-named valve means controlling a ones-way how-connection from the n j'brake cylinder andY auxiliary vreservoir to the brakeYV pipe; and means comprising ports in the triple valve rendered effective by motion of the tripleV valve to release position to Vclose the lastnamedconnection against ow'from the brake cylinder to the brake pipe.

15.KV The combination of a brake pipe; an auxiliary reservoir; a triple Valve connected with 'said pipe and reservoirand havingV a brake cylinder connection and a brake cylinder exhaust port, lsaid triple valve having a feed back position in Y Which'rsaid exhaust port is closed and a feed back connection to the brake pipe is open; a retainer valve also controlling said exhaust port and feed back: connection in series with the triple valve Y and arranged'to open said exhaust port and said feed back connection selectively; and electrical Y means for actuating said retainer valve.

lad-.The combination of a brake pipe; anV auxiliaryY reservoir; a supplemental reservoir; a triple valve device connected therewith-Tand having an emergency position assumed upon a large reduc-V tion of brake pipeV pressure, and a feed back position assumed upon a Ysubsequent moderate rise of Vbrake pipe pressure and inwhich brake cylinder; and auxiliary reservoir are connected; and an electrically controlled valve kmeans for establishing a feedback connection from Vsaid auxil- V iary reservoir to the brake pipe.

Y17. The combination of a brake pipe; an auxiliaryreservoir; a supplemental reservoir; a triple valve device-connected therewith and having an VVVemergency position assumed upon a large reduc- 'c5Y Y 1 of brake pipe pressure'and in which brake cylin` tion'of bra-ke pipe pressure, and a feed back position assumed upon a subsequent moderate rise der and auxiliary reservoir are connected; and an electrically controlled Yvalve means Yfor isolating Vthe supplemental reservoir and establishing a 70VV feed back connection Vfrom the auxiliary reservoir tothe brake pipe. i

18. Thecombination of a triple valve having an exhaust port and connections for brake pipe, auxiliary reservoir and brake cylinder; an electrically controlled retainer valve controlling said VV*for admitting brake Y means-comprising ports in the triple valve, open in lapjand release positions thereof, 'forrventzing exhaust port; andrmeansV operated as .an incident toY closure ofthe retainer Valve to penla one- 'Y way flow-pa`ssageV Yfrom auxiliary reservoir toV operable to'vent the brake pipe to produce a service reduction of brake pipe pressure; a triple valve including means operating as an incident to the serviceIunction-of the triplervalve to admit actuating pressure --uid to said quick service valve mechanism; and electrically actuated means independent of thetriple valveY for admitting Ypressure fluid from Athe brake pipe toY actuate said quick service valve mechanism. l

. pressure actuated quick service valve mechanism e 21. The-combination Vof a brake pipe; `a triple valve connected therewith; a pressure'actuated quick service valve mechanism subject tocontrol by said triple valve; electrically actuated means independent of lthe triple valve for admitting vair from the brake pipe to the pressure actuated por- .tion of said quick `service valveY mechanism to actuate the same; and means effective in the release position ofthe triple valve to vent a portion of the air so admitted, whereby quick service venting isintensied while triple valve remains in release position. Y

22. Thevcombinationof a brake pipe; quickY service ventingY mechanism for the brake Vpipe comprising Va measuring chamber, `a valve controlling flow from said brake pipe tosaid chamber, and a lpressure motor operable to open said valve; a triple valve connected with the brakeV pipe and including means operable as an incident to the'service function of the triple valve to admit actuating pressure fluid to said pressure motor; and electrically'actuated means for admitting pressure fluid from the brake pipe to said motor. .Y f Y Y.

23. The'combination of'a brakepipe; a'triple valve'connected therewith; Ya. quick service venting mechanism comprising a measuring chamber,

, a valve controlling ow from said brake pipe to said chamber, and a pressure motor operable to openr'said valve; Velectrically actuatedmeans for vadmitting brakepipe air tosaid motor; and means effective in release position of :the triple Vvalve to vent a portion ,of the air so admitted whereby quick service venting is intensied while the triple valve remains in release position.

24. The combination-ofY a brake-pipe; a tripleV Valve connected therewith; Va quick service *venting mechanism comprising a measuring chamber, a valve controlling flow from said brake pipe to said chamber, and a pressure motor operable toopen saidvalve; electricallyactuated means pipe air to said motor; and

said chamber.

25. The combination of a brake pipe;v a triple valve connected therewith; a quick service vent` Y ing mechanism comprising a measuring cham?- ber, a valve controlling flowV from .said brake'fpipeV to said chamber, and a pressure motor operable.

to open said valve; electrically actuated means for admitting brake pipe air to said motor; means effective in release position of the triple valve to vent a portion of. the air so admitted whereby quick service venting is intensified While the triple valve remains in release position; and means comprising ports in the triple valve, open in lap and release positions thereof, for Venting said chamber.

26. The combination of a brake pipe; a brake cylinder; an auxiliary reservoir; a triple valve device of the type having a feed back position assumed on moderate rise of brake pipe pressure following an emergency reduction thereof and in which the brake cylinder is connected with the brake pipe through a feed back connection, said triple valve device also having a lapr position assumed upon a further rise of brake pipe pressure and in which a release insuring passage from the triple valve chamber to atmosphere is opened; secondary valve means normally closing said feed back connection and said release insuring passage; and electric means for actuating said secondary valve means to open the same.

27. The combination of a triple valve having an .exhaust port; an electrically controlled retainer `valve controlling said exhaust port; and valve means comprising ports in the triple valve and ports controlled by said retainer valve and serving in release following an emergency application to supply auxiliary reservoir air to the brake pipe to increase brake pipe pressure, then upon partial response of the triple valve to such increase in brake pipe pressure to vent auxiliary reservoir air at a restricted rate, and finally upon releasing movement of the triple valve to terminate flow from the auxiliary reservoir.

28. They combination of a triple valve having an exhaust port; an electrically actuated retainer valve controlling said exhaust port; and valve means comprising ports in the triple valve and ports in said retainer valve and serving upon an increase in brake pipe pressure following an emergency reduction thereof, first to feed brake cylinder and auxiliary reservoir air to the brake pipe, then upon motion of the triple valve in response to such increased brake pipe pressure to vent auxiliary reservoir air at a restricted rate to atmosphere and finally upon releasing movement of the triple valve to terminate the discharge of auxiliary reservoir air.

29. The combination of a triple valve having an exhaust port and connections for brake pipe, auxiliary reservoir, supplemental reservoir and brake cylinder, said triple valve functioning in service applications to supply auxiliary reservoir air to brake cylinder and in emergency application to supply air from both reservoirs to brake cylinder; and electrically controlled retainer valve controlling said exhaust port; and means operated as an incident to closure of the retainer valve to isolate the supplemental reservoir from the triple valve and open a one-Way flow passage from auxiliary reservoir to brake pipe.

CHARLES A. CAMPBELL. 

